System of bonding or jointing rails in railways.



No. 682,05I. Patented Sept. 3, l90l.

' L. A. FABNET. SYSTEM OF BONDING 0R JOINTING RAILS IN RAILWAYS.

(Application filed Sept. 25, 1900.)

2 Sheets-Sheet I.

(No Model.)

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No. 682,05l. Patented Sept. 3, IBM. L. A. FARNET.

SYSTEM OF BONDING 0R JOINTING RAILS IN BAILWAYS.

(Application filed Sept. 25, 1900.)

ZSheets-Sheet 2.

(No Model.)

IN VE N T017 ATTORNEYS 5 Nrrno FFICE:

LUDOVIO AUGUSTIN FARNET, OF MONTEREAU, FRANCE.

SPECIFICATION forming part of Letters Patent No. 682,051 dated September3, 1901.

Application filed September 25, 1900. Serial No. 31,075. (No model.}

To all whom it may concern:

Be it known that I,LUDov1o AUcUsrIN FAR NET, of Montereau, in thedepartment of Seineet-Marne, in the Republic of France, have invented acertain new and useful Novel System of Bonding or Jointing Rails inRailways; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

Laying and bonding rails in railways is a matter of considerableimportance, both from the point of view of the maintenance of thepermanent way and of the ease and comfort in traveling. At present twomethods of jointing or bonding are generally in usethe method ofsupported joint or bond and the method of a cantaliver joint or bond. Inthe supported-joint system the ends of the rails placed end to end arejointed on a sleeper by any suitable means. This system of joint or bondhas the great disadvantage of rendering the permanent way veryunyielding. When passing over the joint or bond, the vehicles receivevery perceptible shocks, highly disagreeable'to the passengers. Inaddition, the sleepers on which the joints or bonds are made give outrapidly, with the result that frequent and often costly repairs becomenecessary. This method of junction is consequently but seldom employed.Preference is in consequence generally given to the cantaliver-bond. Inthis system the extremities of the rails placed end to end are bondedbetween two sleepers by fish-plates and bolts or other means. Thismethod produces much more easy traveling than the preceding, but is alsosubject to very serious disadvantages. In order to reduce thecantalivered or overhanging portion of the rails, the practice has beento bring the two sleepers on each side of the joint as close together aspossible; but there is a limit to this imposed by the necessity of beingobliged to pack up the rail with ballast between the sleepers. Howeverclose the sleepers can in practice be brought, a certain length of railwill still of necessity hang over. The reduction of this cantaliveredportion has in any case the effect of reducing considerably theresistance of the joint or bond, which is the weak point of the track;but hitherto no practical means have been devised for attaining thisend. The cantaliverjoint isdeficient in rigidity. The ends of the railssoon get out of the true and owing. to the shock of the wheels getflattened down and rendered useless in a few years. Lines constructedwithjoints of this kind involve high-maintenance charges. Finally, theordi- 6o nary joint or bond does not provide sufficient resistance tolateral thrust or to creeping.

The invention forming the subject of the present application has for itsobject to remedy these inconveniences by means of the devices about tobe described.

In order that my invention may be the more readily and completelyunderstood, I hereby refer to the accompanying sheets of drawings, inwhich Figures 1 and 2 show the methods of jointing or bonding hithertoin use, the nature and disadvantages of which have been alreadydescribed. 'Fig. 3 is a plan of a portion of the track, in which therails are shown jointed or bonded in accordance with my novel system ofconstruction. Fig. 4 shows, on a larger scale, the details of the jointsor bonds. Fig.

5 is a section along the plane A B. Fig. 6 is a section along the plane0 D. Fig. 7 shows in plan my invention applied to a monorail system.Fig. 8 is asection in a vertical plane through one of the parts of Fig.7.

At the place where the joint or bond is to be made I construct a frameby arranging on 8 5 two ordinary sleepers t t a a longitudinal struts ordistance-pieces, both the sleepers and struts being recessed, so as todovetail or mortise into one another, as shown in Figs. 5 and 6, andfurther secured by suitable bolts, 0 the whole forming together a rigidframework. The space between the sleeperst t and a a is equal to theaverage distance between the centers of any two ordinary sleepers, sothat ballast can be packed in under the rails 5 without difficulty.

In laying down the track the rigid framework above described is soarranged that the rails repose over the middle of the struts ordistance-pieces Z) 19, and the actual joint is I00 so made that thespace between the ends of the two adjacent rails is approximately overthemselves do not touch the sleeper, but that their ends are actuallycantalivers. The lengths of the cantaliver portions, however, that is tosay, the portions projecting beyond the chairs-are Very much reduced inlength owing to the struts b b enabling the chairs to be mounted in theposition shown.

To secure ease in traveling, it is necessary that the projecting orcantaliver portions of each rail should not exceed ten or twelvecentimeters. This I can obtain with facility, as I can alter thedistance between the chairs as desired. With this arrangement thebending of the rail ends is very slight and the resultingwearalmosteliminated. Therigidity of the joint, while at the same time improvingthe track, enables considerable economy in the cost of maintenance to beobtained. The sleepers where the joint is made being at the ordinarydistance apart, the ballast can be packed with the greatest facility. Inaddition the frames above described, in virtue of the manner in whichthey are arranged and constructed, confer a high degree of resistanceupon the track, opposed to all displacements, whether tending to occurlongitudinally or laterally.

The method of construction above described is specially applicable totracks with two lines of rails, in which the t'raflic proceeds in thedirection shown by the arrow f; but it may be equally well applied to amonorail system, as shown in Figs. 7 and 8. In this case thelongitudinal struts are made somewhat longer, so asto be able to restupon three sleepers-thatis to say, the sleeper upon which the joint orbond is made and on one on each side of its-with this difierence, thearrangement in this latter case is identical with that previouslydescribed.

I claim- In combination in a railway-track, a crosstie located directlybelow the meeting ends of the rails, alongitudinal sleeper extendingfrom said cross-tie in the direction a train runs on said track, to thenext adjacent crosstie, a connection between the longitudinal sleeperand the down-rail above said second cross-tie and chairs resting on thelongitudinal sleeper and supporting said meetingrails adjacent to but asufficient distance from the ends of the same to provide a slightoverhang.

In witness whereof I have hereunto set my hand in presence 6f twowitnesses.

LUDOVIO AUGUSTI-N FARNET.

Witnesses:

EDWARD P. IVIAOLEAN, ANDRE MosTIcKnR.

